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2013 Chevrolet Corvette 427 Convertible: Saving The Best For Last

Vette fans have been calling for a Z06 convertible for years – and what they get is greater than the sum of its parts

Initial Thoughts

I first laid my eyes on this Corvette 427 Convertible back in May at the Indianapolis 500 where it was to be the official pace car. Good choice, I thought, this car should be really quick. Two months later, back in Canada, the stars aligned and good fortune shone upon us. General Motors made one available for us to test.

Of all the hyper-powered cars I’ve driven this year, the Vette’s become my favourite of 2012. It’s certainly not the most expensive, but still pricey at just over $114,000 as-tested. I am willing to overlook the dated interior and unsporty seats because the truth is that this 427 does nothing but paint a smile on your face.

The power is intoxicating and the chassis dynamics ranks among the best in sports cars. What’s more, the sound it makes – particularly as you run the V8 underhood up to its 7,000 rpm redline and cruise with the top down – is glorious. As the last hurrah for the current generation of Corvette, this 427 is really icing on the cake.

Performance

The name of this Corvette is derived from the engine’s 427-cubic inch displacement. For you metric-philes, that’s a touch over seven litres. Seven. Litres. Enthusiasts will know this as the ‘LS7’ mill from the Z06 Corvette. It’s said to make five hundred and five horsepower, at a peak 6,300 rpm, and 470 lb-ft of torque. My seat-o-the-pants metre indicated that it felt a good bit more than 500 horsepower, perhaps 550.

After driving the 427 for the better part of a day, I learned that the exhaust hides a baffle that opens and closes at about 3,000 rpm. Above that speed, the V8 sounds akin to the factory Corvette Le Mans racing cars. Below that, more like a subdued Cadillac than a sports car. A quick web search through some Vette enthusiast forums revealed a simple remedy. A minute spent with the owner’s manual – and fuse box – and we implemented said remedy. Then the 427 sounded like a proper 427, from idle to redline. Oh yeah.

The 427 ticks the rest of the sports car boxes. A six speed manual transmission, massive front brake rotors clamped by meaty six piston calipers, extra- wide Michelin Pilot Sport tires, GM’s renowned Magnetic Ride Control shocks (so good is this tech, that Ferrari uses it), and 50/50 weight distribution. It’s also got the carbon-fibre hood and front fenders from the Z06. It’s just missing the Z06’s aluminum frame rails (it uses the base chassis’ steel rails instead for stiffness). Despite that, it still tips the scales at a very respectable 3,355 lbs. (1,522 kg).

The engine is one thing, but the chassis is another. Turn-in response is immediate, brakes are powerful enough to stop a freight train, grip levels are so high that they should only be explored on the race track, and dynamic transitions are so well controlled that they make novices look like racing champions. Expert drivers will marvel in the car’s ability to extract maximum speed and enjoyment through any series of turns.

Those of us who like to break the traction with the rear wheels won’t be disappointed. The big power and crisp response of the naturally-aspirated LS7 turn the gas pedal into another steering mechanism – the amount of throttle you use directly correlates to the amount of oversteer delivered. As always, don’t try this at home, professional driver, closed course, etc.

On more than one occasion, I was surprised by the 427’s fuel consumption. It sipped fuel on my highway route home, in the 9.0 L/100 km range. My mixed urban and highway test averaged just over 17 L/100 km. This bests the 22 L/100 km I saw in the previous Porsche 911 Turbo.

Ergonomics/Comfort/Quality

What more could you ask for? Well, at least one thing. Although the Corvette team has improved the seats during this model’s life cycle, there still isn’t enough bolstering to keep the driver and passenger firmly in place. In high G-load corners, I found that I had to rely on the steering wheel and my knees for support.

Still, the basics of the cockpit are fantastic. A right-sized steering wheel, perfectly located pedals (Heel and toe? Yes, sir, right away, sir!) and a shifter at the ready. Plus, the wheel and shift knob in the 427 are covered in pleasing gray alcantara.

Beyond the primary controls, you venture into a mix of old and new ergonomics. Push button start? Check. 1980s cruise control on the turn signal stalk? Check. The automatic climate control works wonderfully – particularly during Ontario’s Endless Heat Wave Summer, 2012 Edition – but uses buttons straight out of the 1990s and single-degree settings, rather than the half-degree adjustments of more modern systems. The audio and navigation interface had been dragged, kicking and screaming, from the 90s, as well.

Functionality/Usability

In addition to testing and filming with the 427, I also enjoyed a day of just living with this Corvette. The power top still requires a manual release and closure, definitely out of place in a six-figure car. The dance of the soft top and hard tonneau cover going up or down, still attracts an audience, though. The trunk is located directly over the mufflers and does get quite warm, so I’d recommend never carrying ice cream.

Personally, I’d forego the 60th Anniversary Design and Stripe package options to eliminate the flashy stripes and the blue and grey interior. In my view, a straight white, red, blue or black suits the 427 better. Style is subjective, but imagine a sinister looking black on black 427…

Conclusion

To get to this test car’s $114,190 price tag, you start with a $76,600 Grand Sport convertible, add the $12,810 1SD Preferred Equipment Group (which includes a long list of features like the Bose stereo navigation and head-up display), the $1,555 performance exhaust, plus la pièce de résistance – the 427 Convertible Collector Edition package (read: the LS7 engine and the other Z06 bits). This test car also included the 60th Anniversary Design ($2,700) and Stripe ($890) packages. Freight adds another $1,595 and don’t forget the federal air-con tax of $100.

Corvette has been punching above its weight for decades. Even though $114,190 will make a serious dent in your back account, it’s still an exceptional performance value. To get a convertible with similar performance, you have to look upmarket. Way upmarket. Try the $187,000 Audi R8 5.2 Spyder or the Porsche 911 Turbo Cabriolet at $170,000.

For me, the highlight of the summer of 2012 has been testing this Corvette 427. There’s no other convertible on the road that sounds this serious and goes as quick – and does it for less money than this. I hope the next generation will be as raw, visceral and satisfying.